Railroad-rail



`Y (No Model.) A l M. J. KEENAN.

RAILROAD RAIL. No.. 507,012. PatentedOct. 1'7

UNITED STATES PATENT OFFICE.

MICHAEL J. KEENAN, OF GALVESTON, TEXAS.

SPECIFICATION forming part of Letters Patent No. 507,012, dated October 17, 1893.

Application illed February 10, 1893.

.T0 all whom it may concern.-

Beit known that I, MICHAEL J. KEENAN, of Galveston, in the county of Galveston and State of Texas, have invented a new and Improved Railroad-Rail, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new and improved railroad rail, which is simple and durable in construction, arranged to present a jointless rail to the car wheel, and more especially designed for use on street railroads.

The invention is an improvement in the class of railroad rails which are composed of track or running rails proper and supplementary rails bolted to the track rails and having a laterallyprojecting top portion which serves as a wheel guard or lateral brace for the track rails.

The improvement is hereinafter set forth.

Reference is to be had to the accompanying drawings, forming a part of this speci tication, in which similar letters of reference indicate corresponding parts in all the figures.

Figure 1 is a cross section of the improvement. Fig. 2 is a reduced side elevation of the same with parts in section. Fig. 3 is a cross section of a modilied` form of the improvement. Fig. 4 is a reduced side elevation of the same with parts in section. Fig. 5 is a reduced cross section of the same as applied; and Fig. 6 is a cross section of another modified form of the improvement.

The improved street railroad rail is cornposed of main track rails A, and flange rails B, arranged on the inside of the main track rails A, and breaking joints with the latter, as plainly illustrated in Figs. 2 and 4.. The main track rail A is provided with a head A', the web A2, and the base A3, which may extend on both sides, as shown in Figs. 1, 2 and 6 or on one side only, as shown in Figs. 3, 4 and 5. The inner edge of the head A is beveled, as plainly shown in the drawings, the bevel terminating at. its lower base end on top of the flange rail B, which is formed in the shape of an angle iron, and has its arm B fastened by bolts E or other means, to the inside of the web A2 of the main track rail A. The lower edge of the arm B of the flange rail B is preferably seated on the shoulder A4 formed in the base As on the inner side of the web A2, as` plainly illustrated in Figs. 1 and 6, or the said arm is formed at its Serial No. 461,769. (No model.)

lower end with a base B4, as shown in Figs.

3, 4 and 5, to form a continuation of the flange of-the main track rail A. The main track rails A are connected with each other at their joints by [ish plates D held in place by bolts E, also passing through the arm B of the respective flange rail B. As shown in the drawings,'the sh plate D is slightly curved so that its ends only rest against the outer face ot the web'A2 near the head A and the base A3, so that when the nuts of the bolts E are drawn up, each fish rail will sufficiently give to securely draw the arm B of the respective iiange rail against the web A2 of the main rail to securely hold the same in place. The flange rail B rests on the usual block F forming part of the pavement, the said block being fitted under the rail, as plainly shown in Fig. 1. As shown in Fig. 6, the outer end of the flange rail B is supported on an angle iron G running parallel with the track rail A, and connected with the outermost block H. of the pavement.

As illustrated in Fig. 3, the bases A3 and B4 of the rails A and B, are fitted into a longitudinally-extending groove formed in the top of a chair I secured to each railroadtie by means of spikes, asindicated in the said figure. In this case, the paving block F is shaped at its bottom edge to conform partly to the base B4 and the inner end ot' the chair I.

For crossings, curves. and similar places,I provide the ange rail B with a guard rail B5, as indicated in Fig. 3. It will be seen that by this improvement the main track rail breaks joints with the flange rails, so that the flange of the car wheel travels on the said ange rails at the time the tread of the wheel passes over the joint between the two main track rails A.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- The combination, with a series of aligned main track rails, and rails, B, having alateral top flange and fitting beneath the heads of the track rails, of the angle irons, G, running parallel to the latter and supporting the lianges of the rails, B, as shown and described.

MICHAEL J. KEENAN.

Witnesses:

FREDERICK T. HUBBELL, JOHN FREY.

IOO 

